Apparatus for detecting hunting and angle of attack of a rail vehicle wheelset

ABSTRACT

An apparatus and method for estimating the angle of attack of wheels, wheelsets, trucks and railway vehicles traveling over a track employing a wayside system having a plurality of sensors, adjacent to the rails of the track, for detecting the passing of each wheelset of each truck. Each sensor communicates its moment of activation and length of activation caused by a passing wheel to a sensor monitoring unit for use in determining the angle of attack of the passing wheel, wheelset, truck and railway vehicle. The estimated angle of attack of the wheelset at different locations along the track may be used to detect a hunting wheelset, truck or railway vehicle.

CROSS REFERENCE TO RELATED APPLICATION

This application claims the benefit, under 35 U.S.C. Section 119(e), toU.S. Provisional Application Ser. No. 60/588,910, filed Jul. 16, 2004,the entirety of which is hereby expressly incorporated by referenceherein.

FIELD OF THE INVENTION

The present invention relates generally to an apparatus and method formeasuring angle of attack of a wheelset and detecting wheelset, truckand rail vehicle hunting. More particularly, the present inventionrelates to a system and method for detecting hunting and measuring angleof attack of a wheelset of a rail car traveling on a rail employingsensors that detect the proximity of moving objects.

BACKGROUND OF THE INVENTION

Hunting is a condition in which a wheelset, truck or rail vehicleoscillates from side to side between rails of track while moving.Hunting may be caused by worn truck components, wear or defects in thetrack or rails or a variety of other reasons. Hunting results in rapidwear of truck and vehicle components, rails and other railwaycomponents, and has the potential to cause damage to cargo and perhapseventually lead to derailment. The detection of hunting is important butrelatively difficult. As such, a hunting condition may go undetected fora substantial period of time.

Angle of attack is generally defined as the yaw angle between wheels ofa wheelset and rails. One measure of angle of attack is the anglebetween the plane of the wheel engaged on rail and a plane tangent tothe rail. Angle of attack may also be shown by the angle between theaxle centerline of a wheelset and a line that is either perpendicular toa rail or normal to the tangent of a rail. Angle of attack is a criticalfactor for assessing rail vehicle performance. For example, when theangle of attack is zero, the wheelset of a railway vehicle has equalmagnitude and direction as the translational velocity of the railwayvehicle resulting in greater efficiency of the railway vehicle. However,a positive angle of attack indicates a potential for a wheel set, truckor railway vehicle to climb the rails and even derail. Further, apositive angle of attack has the potential to generate transverse forcesthat may result in damage to railway and truck components and increasecosts of maintenance and repair of such components.

Systems that detect hunting are currently available. For example, U.S.Pat. No. 5,622,338, the entirety of which is hereby expresslyincorporated herein by reference, uses an acceleration sensor mounted toa truck for measuring acceleration of a rail car in a directiontransverse to the rail. Such truck-mounted systems, however, are notsuitable for use at a way station or a wayside, i.e., along the side oredge of a railroad track. Further, such truck-mounted systems areunsuitable for detecting hunting of individual wheels or wheelsets ormeasuring angle of attack of wheels, wheelsets, trucks or railwayvehicles.

Systems are also currently available for measuring angle of attack. Forexample, angle of attack has been measured with a vehicle-mounted systemassociated with a particular wheelset as the rail vehicle travels on atrack. Such vehicle-mounted systems are typically mounted to aparticular wheelset, and therefore, are unsuitable for way station orwayside use or for determining angle of attack for all wheelsets on arailway vehicle. Further, because such systems are located on thevehicles themselves, the systems are less reliable and require moremaintenance and supervision than a system suitable for way station orwayside use.

In addition, angle of attack has also been detected with a waysidemounted system. For example, U.S. Pat. No. 5,368,260, the entirety ofwhich is hereby expressly incorporated by reference, uses a waysiderangefinder that incorporates a laser beam directed at a wheel tomeasure angle of attack between a plane of the wheel and a tangent ofthe track. The known wayside systems and methods for measuring angle ofattack, however, are spaced substantially from the track and result in astatic measurement which does not take into account dynamic misalignmentof the rails due to train forces, environmental forces such as moistureand temperature changes, or misalignment of the wayside measuringsystems due to the same or similar environmental forces. In addition,such systems are located to one side of the track making it unsuitablefor directly detecting the angle of attack of wheels on the far rail.Further, laser beam systems are expensive, require continued maintenanceand supervision and are prone to misalignment and malfunction due to theoften treacherous railway environment and other moving objectsassociated with the environment.

Systems located adjacent to the rails of a railroad that measure angleof attack are also currently available. For example, U.S. Pat. No.6,381,521, the entirety of which is hereby expressly incorporated byreference, discloses a method for determining angle of attack usingvertical, lateral and angle of attack strain gages placed onto rails.Such systems, however, involve multiple types of gages to detect anumber of forces and strain and require expensive and time consumingchanges to track infrastructure or supplementation by other devices. Forexample, installation of strain gages on a rail typically requiresgrinding the rail and installing concrete rail sleepers. Further, asrail sections are changed out, the potential loss of strain gages makesstrain gage technology impractical.

Further, known strain gage systems require precise location andinstallation of the gages, a time consuming and tedious process. Forexample, strain gages must be precisely located on a rail and oftencannot be placed over a tieplate or sleeper as rail flexure needed tomeasure strain occurs between the sleepers. Moreover, the accuracy ofstrain gages may be compromised by temperature, material properties, theadhesive that bonds the gages to a rail, and the stability of therailway metal. For example, many strain gage materials are sensitive tochanges in temperature and tend to drift and change resistance as theyage. Further, calculating angle of attack based significantly onmeasurements of strain requires complex calculations.

Thus, there is a long felt need for an apparatus and method for bothmeasuring angle of attack and detecting hunting of individual wheel setsas well as trucks and rail vehicles. In addition, there is a need forsuch an apparatus and method that is less susceptible to misalignmentand poor signal quality due to external forces of the hazardous railwayenvironment. Further, there is a need for such an apparatus and methodthat is inexpensive, easy to install, use and maintain, yet accurate inmeasuring angle of attack and detecting hunting.

SUMMARY OF THE INVENTION

The following disclosure describes an apparatus and method for measuringangle of attack of individual wheels and wheelsets, as well as trucksand rail vehicles, that is accurate, rugged, and easy to install andmaintain. It is thus one aspect of the present invention to provide anapparatus and method for both measuring angle of attack and detectinghunting of individual wheels on each rail as well as wheelsets, trucksand railway vehicles. It is a further aspect of the present invention toprovide a rail mounted system to allow measurement of angle of attackand detection of hunting for all wheels and wheelsets of a railwayvehicle. In one embodiment, the invention employs sensors to determineboth angle of attack and lateral position of each wheelset to detecthunting of a wheelset, truck or railway vehicle. More specifically, inone embodiment, the apparatus comprises multiple pairs of sensors, afirst sensor of each pair interconnected to a first rail and a secondsensor of each pair interconnected to a second rail, to estimate theangle of attack of each wheel of each wheelset at various points alongeach rail and to compare the angle of attack at those various points todetermine whether any wheelset, truck or railway vehicle is hunting.

It is a further aspect of the present invention to provide a railmounted system that dynamically measures angle of attack and detectshunting to compensate for any misalignment of a system due totrain-related or environmental forces. In one embodiment, the sensorsare adapted for interconnection to rails such that the sensors will movewith the rails as they move to adjust for any dynamic misalignment ofone or both rails due to various environmental and train forces. It is afurther aspect of the present invention to employ supplementalinstruments and devices to compensate for differential rail movement dueto environmental and mechanical forces. For example, in one embodiment,the present invention employs an instrument for compensating, adjustingor measuring any differential movement resulting from differentialtemperatures and mechanical forces relative to each rail.

It is a further aspect of the present invention to use sensors that donot require significant changes to a railway during installation and arerugged and easy to maintain. It is thus one aspect of the presentinvention to utilize sensors that are suitable for installation on anytrack at practically any location along the rails of the track. Further,in one embodiment, the present invention does not require significantchanges to rail infrastructure or supplementation by other devices. Morespecifically, in one embodiment, the present invention employs sensorsadjacent to the rails.

It is a further aspect of the present invention to use sensors theaccuracy and dependability of which is not significantly compromised byextreme conditions such as mechanical forces, temperature, materialproperties, adhesives needed to bond the sensors to a surface or thestability of the rail metal. It is a further aspect of the presentinvention to employ a high signal to noise ratio to obtain accuratemeasurements even as the condition of a track or railway environmentdeteriorates. More specifically, a number of different types of sensorsfor detecting the passing of a moving object with physical contact maybe employed in connection with the present invention including, withoutlimitation, a variety of proximity sensors, displacement sensors,optical sensors, position sensors, capacitive sensors, inductivesensors, ultrasonic sensors, infrared sensors, acoustic sensors,photoelectric sensors, laser sensors, and hole effect sensors.

It is an additional aspect of the present invention to calculate bothangle of attack and lateral position of each wheel on multiple wheelsetsto more accurately detect hunting. Further, in one embodiment of thepresent invention, basic reliable engineering principles are used toderive the angle of attack and the lateral position of each wheelset todetermine hunting and tracking of each wheelset.

Thus, it is one aspect of the present invention to provide a detectionsystem comprising a first sensor that detects proximity of a first wheelof a wheelset and is located adjacent a first rail of a railway; and asecond sensor that detects proximity of a second wheel of the wheelsetand is located adjacent a second rail of the railway; wherein the firstsensor and the second sensor are not strain gages and are in operablecommunication with a sensor monitoring device.

The Summary of the Invention is neither intended nor should it beconstrued as being representative of the full extent and scope of thepresent invention. The present invention is set forth in various levelsof detail in the Summary of the Invention as well as in the attacheddrawings and the Detailed Description of the Invention and no limitationas to the scope of the present invention is intended by either theinclusion or non-inclusion of elements, components, etc. in this Summaryof the Invention. Additional aspects of the present invention willbecome more readily apparent from the Detailed Description, particularlywhen taken together with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated and constitute a partof the Specification, illustrate embodiments of the invention andtogether with the general description of the invention given above andthe detailed description of the drawings given below, serve to explainthe principles of these inventions.

FIG. 1 is a schematic top plan representation of one embodiment of thepresent invention;

FIG. 2 is a top plan view of a pair of sensors connected to rails of astraight stretch of track and located on a line generally perpendicularto the longitudinal axis of a rail of track;

FIG. 3 is a front elevation view of a cross section of railroad trackillustrating the interconnection of sensors to the rails in accordancewith the invention;

FIG. 4 is a detailed view taken from FIG. 3 illustrating theinterconnection of a sensor to a rail;

FIG. 5 is a top plan view of wheelsets located along a section of trackwith perfect lateral and longitudinal position on the track;

FIG. 6 depicts the pulse of each sensor of a sensor pair for a wheelsetwith perfect lateral and longitudinal position on a railroad track;

FIG. 7 is a top plan view of wheelsets located along a section of trackwherein some of the wheelsets are hunting;

FIG. 8 is a top plan view of a wheelset on a section of track having apositive angle of attack;

FIG. 9 depicts the pulse of each sensor of a sensor pair for a wheelsetthat is hunting and/or has a positive angle of attack; and

FIG. 10 is a flow diagram illustrating the operation of the truckhunting detection system.

To assist in the understanding of the present invention, the followinglist of components and associated numbering found in the drawings isprovided herein:  2 - first sensor 16 - first rail  4 - second sensor18 - second rail  6 - railway 20 - imaginary line  8 - sensor monitoringunit 22 - mounting bracket 10 - power and signal cable 24 - sleeper 12 -central processing unit 26 - wheelset 14 - visual display unit

It should be understood that the drawings are not necessarily to scale.In certain instances, details that are not necessary for anunderstanding of the invention or render other details difficult toperceive may have been omitted. It should understood, of course, theinvention is not necessarily limited to the particular embodimentsillustrated herein.

DETAILED DESCRIPTION

Referring now to FIG. 1, an overall apparatus schematic top plan view ofone embodiment of the present invention is set forth. In one embodiment,at least one first sensor 2 and at least one second sensor 4 arepositioned along a railway 6 and arranged in a manner that enablesoutput of each first sensor 2 and each second sensor 4 to becommunicated to, recorded, processed and/or displayed by a sensormonitoring unit 8. In one embodiment, the sensor monitoring unit 8 isassociated with a power source and power and signal cables 10, whichoperably interconnect each first sensor 2 and each second sensor 4 tothe sensor monitoring unit 8. The sensor monitoring unit 8 may includedigital signal processors or other devices for data storage, transfer,timing and communication of the sensors to the sensor monitoring unit 8.

The sensor monitoring unit 8 may also be in communication with a centralprocessing unit 12. In one embodiment, information from the sensormonitoring unit 8 is communicated to the central processing unit 12 andstored. Communication software and/or data assessment software may beinstalled on the sensor monitoring unit 8 and/or the central processingunit 12. Communications to the central processing unit 12 may be furtherprocessed and/or stored permanently or temporarily on the centralprocessing unit 12. Communications may also be relayed or transferred toa remote location.

The central processing unit 12 may optionally be interconnected to anumber of peripheral devices including, without limitation, a visualdisplay unit 14, a keyboard (or mouse or touch screen), a printer,and/or other suitable peripheral devices for displaying data orcalculations or providing input of commands, signals, etc. The sensormonitoring unit 8, central processing unit 12, visual display unit 14and any peripheral devices may be located together or separately at anysuitable location or locations and comprise any suitable computerconfiguration.

Each first sensor 2, second sensor 4, sensor monitoring unit 8, centralprocessing unit 12, and visual display unit 14, and any peripheraldevices may communicate by any number of conventional communicationpaths. For example, but not intended to limit the scope of theinvention, communication paths could be a hardwire communication linksuch as signal cable and/or a wireless path such as a radio link,cellular path, and/or satellite link.

Each first sensor 2 and each second sensor 4 may be any suitable designcapable of sensing the passing or proximity of a moving object along arailway 6. Specifically, in one embodiment of the present invention,each first sensor 2 and each second sensor 4 are environmentally ruggedproximity sensors and are preferably proximity sensors such as theinductive proximity sensor manufactured by Telemecanique of France andsold under model no.XS8-C40PC400. In addition, many different types ofsensors may be utilized in connection with the present inventionincluding, without limitation, optical sensors, displacement sensors,etc. Because of the numerous limitations of strain gages discussedabove, however, it is to be expressly understood that strain gages arenot utilized under the teachings of the present invention.

Referring now to FIG. 1 through FIG. 4, in one embodiment, each firstsensor 2 is adapted for interconnection to a first rail 16 and eachsecond sensor 4 is adapted for interconnection to a second rail 18. Inone embodiment, each first sensor 2 and each second sensor 4 areinterconnected to a first rail 16 and a second rail 18, respectively,and each first sensor 2 and second sensor 4 are disposed independentlyof other first sensors 2 and second sensors 4 along a common imaginaryline 20 generally perpendicular to the longitudinal axis of a rail. Inone embodiment, each first sensor 2 and each second sensor 4 areinterconnected to a first rail 16 and a second rail 18, respectively,and each first sensor 2 and each second sensor 4 are locatedindependently of other first sensors 2 and second sensors 4 along acommon imaginary line 20 generally perpendicular to a tangent of a rail.Preferably, each imaginary line 20 common to each first sensor 2 andeach second sensor 4 extends from center of each first sensor 2 tocenter of each second sensor 4. Any number of first sensors 2 and secondsensors 4 may be used and the teachings of the present invention are notlimited to that shown in FIG. 1.

Each first sensor 2 and each second sensor 4 may be located anywherealong the railway 6. For example, any and all first sensors 2 and/orsecond sensors 4 may be located above a sleeper 24 or between sleepers24. In one embodiment, however, each first sensor 2 is paired with asecond sensor 4 and located at predetermined distances or intervalsalong a section of railway 6. In one embodiment, the predetermineddistances and intervals are determined after consideration of thediameter of wheels of a wheelset, the distance between axles of eachwheelset, and the distance between centers of each railroad vehicletruck (which consists of two or more wheelsets).

Referring now to FIG. 3 and FIG. 4, in one embodiment, each first sensor2 is connected to an individual mounting bracket 22 that is connected tothe first rail 16 and each second sensor is connected to an individualmounting bracket that is connected to the second rail. In oneembodiment, the first sensors 2 and the second sensors may adapted forinterconnection to the outside (i.e. field side) or inside (i.e. trackside) of the rails. Further, any sensors may be located in relation tothe rails such that the sensors may scan the backface of a wheel rim ofa railway vehicle wheel.

Referring now to FIG. 1 through FIG. 9, in operation, each first sensor2 and each second sensor 4 may be activated as a wheel of wheelset 26 islocated in proximity to each first sensor 2 and each second sensor 4.The length of time any sensor is activated may depend upon the speed oftravel of the wheelset 26, the diameter of the wheels on the wheelset26, and the proportion of each wheel that is directly passing by thesensor. In one embodiment, the sensor monitoring unit 8 may monitor andrecord when each sensor is activated and the length of time each sensorremains activated.

The angle of attack and the lateral position of a wheelset 26 may bederived from the moment of activation and length of activation of afirst sensor 2 and a second sensor 4. In one embodiment, the angle ofattack and the lateral position of a wheelset 26 as it passes over afirst sensor 2 and second sensor 4 is calculated by comparing themoments of activation of the first sensor 2 and the second sensor 4 andthe lengths of time the first sensor 2 and the second sensor 4 areactivated. An aligned wheelset 26 with no angle of attack (see FIG. 5)is one where a wheel located to one end of a axle of a wheelset 26 and awheel located to the other end of the axle of the wheelset 26 aresituated on the first rail 16 and the second rail 18, respectively, insubstantially the same position, with the same amount of overhang. Anexample of pulses outputed by a first sensor 2 and a second sensor 4when an aligned wheelset 26 passes over the first sensor 2 and thesecond sensor 4 is depicted in FIG. 6.

A wheelset 26 with a positive angle of attack (see FIG. 7) is typicallyone where the wheels are located at an angle in relation to at least onerail. Angle of attack may also be the angle between the axle centerlineof a wheelset and a line that is perpendicular to a rail (see FIG. 8) orthe angle between a line that is normal to the tangent of a rail and theaxle centerline of a wheelset 26 when, for example, a rail vehicle isnegotiating a curved section of rail. An example of pulses recorded whena wheelset 26 with a positive angle of attack passes over a sensor pairis depicted in FIG. 9.

In operation, the approximate velocity of a wheelset 26, truck orrailway vehicle may also be derived by comparing the activation times ofconsecutively activated first sensors 2 or second sensors 4 withreference to the known distance along the track between the firstsensors 2 or second sensors 4. In addition, the time when the center ofa wheel is directly over the center of a sensor may be approximatelycalculated by adding the time of activation of the sensor to one-halfthe length of activation of the sensor. The angle of attack of awheelset 26 may then be determined by calculating the difference in thetime when the center of one wheel of a wheelset 26 is directly over afirst sensor 2 to the time when the center of the other wheel of awheelset 26 is directly over a second sensor 4, and multiplying thatdifference by the estimated velocity of the wheelset, truck or railwayvehicle. It is to be expressly understood that other mathematicalapproaches for estimating angle of attack may be utilized under theteachings of the present invention.

The angle of attack may also be determined at multiple locations alongthe railway by employing a plurality of first sensors 2 and secondsensors 4. Changes of location of a wheelset 26 in relation to a railmay be compared by referencing the activation time and activationduration of each of multiple first sensors 2 and second sensors 4.Indeed, when a wheelset 26 has passed through multiple first sensors 2and second sensors 4 located on a particular section of railway 6, theangle of attack and lateral position of the wheelset 26 over each sensormay be determined. If the lateral position of the wheelset 26 changes asit passes over each first sensor 2 or second sensor 4, a huntingwheelset 26 condition may be indicated. In addition, the greater thechange in angle of attack and lateral position of a wheelset 26 betweensensors along a rail, the greater the likely severity of hunting. Inoperation, if two wheelsets 26 on the same truck are hunting, then ahunting truck has been detected, and if two or more trucks on a railwayvehicle are hunting, a hunting vehicle has been detected.

In FIG. 10, the method of determining the angle of attack and detectinghunting, in one embodiment, is set forth. In operation, a sensormonitoring unit may capture data communicated by sensors activated by awheel and that data may be stored on the computer processing unit foranalysis. In one embodiment, the data captured on the sensor monitoringunit is the moment and length of activation of each activated sensor.Once data is captured from at least one sensor activated by passingwheels, the data may be analyzed on the computer processing unit todetermine whether any wheelsets are hunting and the severity of anyhunting. The calculated severity of the hunting may then be compared topreset acceptable limits to determine whether a wheelset, truck, orrailway vehicle is hunting. If the calculated hunting severity is withinacceptable limits, no hunting may be reported. If the calculated huntingseverity is outside acceptable limits, a hunting condition may bereported so that corrective action such as maintenance or repair may betaken.

While various embodiments of the present invention have been describedin detail, it is apparent that modifications and alterations of thoseembodiments will occur to those skilled in the art. However, it is to beexpressly understood that such modifications and alterations are withinthe scope and spirit of the present invention, as set forth in thefollowing claims.

1. A detection system comprising: a first sensor that detects proximityof a first wheel of a wheelset and is located adjacent a first rail of arailway; and a second sensor that detects proximity of a second wheel ofthe wheelset and is located adjacent a second rail of the railway;wherein the first sensor and the second sensor are not strain gages andare in operable communication with a sensor monitoring device.
 2. Thesystem of claim 1, wherein the first sensor and the second sensor detectinformation related to movement of at least a portion of the wheelset.3. The system of claim 2, wherein the information is utilized todetermine at least one of a hunting condition and an angle of attack. 4.The system of claim 1, wherein the first sensor is adapted forinterconnection to the first rail and the second sensor is adapted forinterconnection to the second rail.
 5. The system of claim 1, whereinthe first sensor and the second sensor are disposed along a common linegenerally perpendicular a longitudinal axis of at least one of the firstrail and the second rail.
 6. The system of claim 1, wherein the firstsensor and the second sensor are disposed along a common line generallyperpendicular to a tangent of at least one of the first rail and thesecond rail.
 7. The system of claim 1, wherein the first sensor and thesecond sensor are at least one of a proximity sensor, displacementsensor, optical sensor, position sensor, capacitive sensor, inductivesensor, ultrasonic sensor, infrared sensor, acoustic sensor,photoelectric sensor, a laser sensor and a hole effect sensor.
 8. Thesystem of claim 1, further comprising a central processing unit incommunication with at least one of the first sensor, the second sensorand the sensor monitoring device.
 9. A detection system comprising: afirst sensing means, located adjacent a first rail of a railway and fordetecting and communicating proximity of a first wheel of a wheelset;and a second sensing means, located adjacent a second rail of therailway and for detecting and communicating proximity of a second wheelof the wheelset; wherein the first sensing means and the second sensingmeans are in communication with a means for monitoring the first sensingmeans and the second sensing means.
 10. The system of claim 9, whereindata is produced by the first sensing means and data is produced by thesecond sensing means and, at least a portion of the data produced by thefirst sensing means and the second sensing means is utilized to obtainat least one of a hunting condition and an angle of attack.
 11. Thesystem of claim 9, wherein the first sensing means is adapted forinterconnection to the first rail and the second sensing means isadapted for interconnection to the second rail.
 12. The system of claim9, wherein the first sensing means and the second sensing means aredisposed along a common line generally perpendicular to a longitudinalaxis of at least one of the first rail and the second rail.
 13. Thesystem of claim 9, wherein the first sensing means and the secondsensing means are disposed along a common line generally perpendicularto a tangent to at least one of the first rail and second rail.
 14. Thesystem of claim 9, further comprising a means, in communication with atleast one of the first sensing means, the second sensing means and themeans for monitoring the first sensing means and the second sensingmeans, for processing output of at least one of the first sensing meansand second sensing means.
 15. The system of claim 9, further comprisinga means, in communication with at least one of the first sensing means,the second sensing means and the means for monitoring the first sensingmeans and the second sensing means, for analyzing reports of at leastone of the first sensing means, the second sensing means and the meansfor monitoring the first sensing means and the second sensing means. 16.A method of detection comprising: providing a first sensor adjacent afirst rail of a railway; providing a second sensor adjacent a secondrail of the railway; obtaining a moment of activation and a length ofactivation of the first sensor; obtaining a moment of activation and alength of activation of the second sensor; and utilizing the moment ofactivation and the length of activation of the first sensor and themoment of activation and the length of activation of the second sensorto determine angle of attack of at least one of a wheelset, a truck anda railway vehicle at a first location.
 17. The method of claim 16,further comprising: providing a third sensor adjacent the first rail;providing a fourth sensor adjacent the second rail; obtaining a momentof activation and a length of activation of the third sensor; obtaininga moment of activation and a length of activation of the fourth sensor;utilizing the moment of activation and the length of activation of thethird sensor and the moment of activation and the length of activationof the fourth sensor to determine angle of attack of at least one of thewheelset, the truck and the railway vehicle at a second location; andutlizing the angle of attack of at least one of the wheelset, the truckand the railway vehicle at the first location and the angle of attack ofat least one of the wheelset, the truck and the railway vehicle at thesecond location to detect whether at least one of the wheelset, thetruck and the railway vehicle is hunting.
 18. The method of claim 16,further comprising storing at least one of the moment of activation ofthe first sensor, the length of activation of the first sensor, themoment of activation of the second sensor and the length of activationof the second sensor.
 19. The method of claim 16, further comprisingdisplaying at least one of the moment of activation of the first sensor,the length of activation of the first sensor, the moment of activationof the second sensor and the length of activation of the second sensor.20. The method of claim 16, further comprising communicating at leastone of the moment of activation of the first sensor, the length ofactivation of the first sensor, the moment of activation of the secondsensor and the length of activation of the second sensor.
 21. The methodof claim 16, wherein the determination of the angle of attack of atleast one of the wheelset, the truck and the railway vehicle at thefirst location is performed on a computer.
 22. The method of claim 17,wherein at least one of the determination of the angle of attack of atleast one of the wheelset, the truck and the railway vehicle at thefirst location, the determination of the angle of attack of at least oneof the wheelset, the truck and the railway vehicle at the secondlocation, and the detection of whether at least one of the wheelset, thetruck and the railway vehicle is hunting is performed on a computer.